Improvement in horse-powers



3 Shee'ts--Sh-Veet 2.

J. NIGHLSGL E. D. BROWN.

Horse-Powers.

Patented March H, 1873i AM. moro-umosRAPf//c cn. Mx (ossamvss PRocEss A 3-Sheets--Sheet3. J. NICHOLS 8l. E. D. BROWN.

Horse-Powers.

No.'36,754. y Patemedmarchunms.

AM. PHoTo-umasHAPH/c ca MMM/saam; plaacess) UNITED STATES JOHN NICHOLS AND EDMUND D. BROWN, OF BATTLE GREEK, MICHIGAN;

PATENT OFFICE.

SAID BROWN ASSIGNOR TO SAID NICHOLS.

impaovsmenr |N HoRsE-PowERs.

Specicati'o-n forming part of Letters Patent No. 136,754, dated March 11, 1873.

To all whom it may concern:

Be it known that we, JOHN NICHOLS and EDMUND D. BROWN, of Battle Greek, county of Calhoun, and State of Michigan, have invented a new and useful Improvementin Horse- Power, of which the following is a full, clear, and exact description, reference being had to the accompanying drawing making part of this specification, in which- Figure l is a plan or top view of a triplegear horse-power. Fig.2 is a similar view with the top rim and gearing removed, showing the the bed-plate. Fig. 3 is .a sectional view through line w w, Fig. l; and Fig. 4. is a section through line y y, Fig. l.

Similar letters of reference denote corresponding parts in all the figures.

In the manufacture of horse-powers known as the triple-gear, serious difliculty has been found in casting the parts so that, when the machine was put together for use or in furnishing repairs, the master-pinions would perfectly mesh with the central pinion and master-wheel, for the reasons, viz: First, the castings being so large it has been found difcult it' not impossible to get them of even size, the difference in shrinkage making av wide variation. Second, such 'a casting will warp or spring in cooling, and even if the holes for the shafts are bored 7 out true with each other, yet in bolting the casting to the frame timbers it will be sprung more or less, causing the shafts to stand out of line with each other-t. e., not plumband in consequence the gears will not mesh into each other with exactness; this is particularly true of the three spur-wheels which mesh into the central pinion, a slight variation from plumb causing them to mesh into the central pinion on a twist.77 Third, the variation in size of the bed-rim renders it difficult to` get spur- "wheels that will exactly lit into proper mesh with the central pinion, and more especially is it difficult to getA the master-wheel to fit, as that too will vary considerably in size. Fourth, the master-wheel and masterwheel pinions wear faster, and the masterwheel soon gets loose 7 in mesh, which cannot be remedied in the old construction, and this necessitates the substitution of a new one, which is expensive; and even then the masterwheel may not t on account of shrinkage, though it was cast from the same pattern as the original.

The object of this invention is to remedy the above-named-defects, and consists in providing adjustable bearings for the spur-wheel shafts so that the mesh of the gears can be regulated at will, as will be described.

In the drawing, A represents a bed-plate and A the top plate or rim, these plates or rims being cast in the usual manner, except that the holes for the spur-wheel shafts are elongated in lines radiating from the center shaft, forming radial slots to perlnit the adjustment of said shafts. The socket for the central shaft is cast with the bed-rim as usual, or may be cast separately 'and bolted to the bed-rim. B B are bearings or socket-plates for the spur-wheel shaft O, cast separate from the bed-plate and top rim, and bored out to exactly lit the ends of said shafts O stepped therein. The socket-plates B are secured to the bed-rim A by bolts b b, the bolt-holes in said socket-plates being elongated or slotted in the same manner that the bed-rim is for shafts C, and in lines parallel with the slot in said rim. The upper socket-plates B for the shafts O extend outward beyond the rim A and over lips cl formed on said rim, and are provided each with a lip or ange, which projects downward outside of the rim, as shown at bl, Fig. 3. b2 is a set-screw working in the fla-nge b1, and bearing against the bedrim for 'adj Listing the socket-plates B and with it the upper end of shaft O, having its bearing therein. d d are ribs formed upon the bed-plate and top rim, between which the socket-plates are placed, said ribs serving to assist the bolts in preventing any lateral movement or displacement of the shafts, and limiting the adjustment of said socket-plates and shafts, except in and out or in radial line. The shafts C, which are stationary, are further secured and made to assist in holding the socket-plates iirmly in place by meansv of nuts C2 C2. The

manner of effecting the desired adjustments of the shafts O and their spur-wheels O1 to cause the latter to mesh perfectly with the master-wheel and central pinion will be readily understood without further description. By the adjustment 'of one or both ends of the spurwheell shafts C, said shafts may be readily trued up 7 to overcome any ditiiculty arising from warping or uneven shrinking of bedplate and top-rim castings, or to accommodate the varying sizes ofthe master-wheel or spurwheels *arising from the same cause, viz., variation in shrinkage and also from Wear, and

wheel shafts in radial lines, substantially as and for the purpose set forth.

3. The socket-plate B, provided with slotted bolt-holes in combination with the slotted bedplate and bolts b, for adjusting the lower ends of the spur-Wheel shafts, as described.

4. The flanged socket-pieces B and setscrews b2, for adjusting the upper ends of shafts C, as described.

5. The bed-rim and top plate A YA', provided With the ribs d d, in combination with the adjustable socket-plates, substantially as described.

In testimony whereof We have hereunto set our hands this 31st day of January, A. D. 187 3'.

JOHN NICHOLS. E. D. BROWN.

Witnesses:

GEO. W. HYATT, E. C. NICHOLS. 

